A simpack-based wheel tread wear calculation optimization method and system
By applying the interpolation method in SIMPACK to remove abnormal wear, the problem of abnormal wheel tread wear calculation caused by importing model state files was solved, and the calculation accuracy was improved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CRRC QINGDAO SIFANG CO LTD
- Filing Date
- 2022-11-02
- Publication Date
- 2026-05-12
AI Technical Summary
Importing the model state file *.spckst into SIMPACK causes abnormal wheel tread wear calculation results, affecting calculation accuracy.
Abnormal wear is removed in a very short time by using the difference method, and the wear calculation method is optimized. This includes obtaining the wear profile and model status file of the previous running interval, performing wear simulation analysis, calculating outliers and correcting wear.
This improves the accuracy of wheel tread wear calculations and ensures the accuracy of the calculation results.
Smart Images
Figure CN115618640B_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of wheel tread wear simulation technology, and particularly relates to a method and system for calculating and optimizing wheel tread wear based on SIMPACK. Background Technology
[0002] The statements in this section are merely background information related to the present invention and do not necessarily constitute prior art.
[0003] SIMPACK is an expert-level kinematics / dynamics simulation and analysis software for electromechanical systems. It can describe and predict the kinematic and dynamic performance of complex mechanical systems and is widely used in the railway industry. It includes several specialized modules, among which the railway wear analysis module provides the function of calculating the wheel tread wear of rail vehicles. Using this module, users can quickly analyze and evaluate the wheel tread wear of various rail vehicles under different operating conditions, thereby providing a theoretical basis for the optimized design of vehicle parameters and the formulation of vehicle maintenance strategies.
[0004] In SIMPACK's railway wear analysis module, after the user creates a vehicle-track model and sets the calculation time, SIMPACK performs wear calculations based on the original wheel tread profile input by the user in the model before calculation. After the calculation is completed, it generates a wheel tread wear amount file and a wear profile file in the results folder. Throughout the wear calculation process, SIMPACK cannot automatically update the tread profile and calculate backwards based on the new profile after wear; it can only perform calculations based on the original tread profile input by the user.
[0005] When calculating wheel tread wear, in many cases, it is necessary to divide a complete operation of a vehicle on a long track into multiple operations on several consecutive short track segments. At the same time, to ensure that "multiple operations on several consecutive short track segments" are equivalent to "a complete operation on a long track," it is necessary to guarantee the continuity of the vehicle's state at each division point on the long track. These situations include: 1) For long-distance lines (e.g., the Beijing-Guangzhou line with a total length exceeding 2200km), the vehicle will generate relatively obvious wheel tread wear after running the entire line once. In order to consider the impact of wear profile on the calculation results, the entire long-distance line needs to be divided into several consecutive shorter lines for sequential calculation. At the same time, after the calculation of the previous line is completed, the wear profile generated by SIMPACK needs to be used to replace the original profile in the model and the next line needs to be calculated using this wear profile; 2) When considering the periodic shaping effect of the grinding wheel tread on the wheel tread during vehicle operation, the track needs to be divided according to the action cycle of the grinding wheel, and the total wear of the wheel tread in each track segment (including the wear generated by the wheel-rail interaction and the wear generated by the grinding wheel) and the total wear profile are calculated. Then, the original profile in the model is replaced by this wear profile for the calculation of the next track segment; 3) When the total calculation time is very long and the user can only complete a part of the calculation at present, the calculation time can be divided as needed (equivalent to dividing the track), and the analysis task within the current calculation time can be completed first. If time permits, continue the analysis for the remaining time.
[0006] After each calculation, SIMPACK generates a model state file (*.spckst) in the results folder, in addition to the wheel tread wear data and wear profile file. This file contains all the model's state parameters at the end of the calculation, including the displacement and velocity information of each articulation, the values of each force element, and the model time (i.e., the time the vehicle travels in the model, corresponding to its position on the track). Importing this file into the model before the next calculation ensures that the model state at the start of the next calculation is completely consistent with the model state at the end of the previous calculation, allowing for a seamless connection between the two calculations at the track segmentation.
[0007] However, calculations revealed that importing *.spckst files causes anomalies in wheel tread wear calculations. The following example illustrates this. Figure 1The simplified model shown is used as an example for illustration. The vehicle starts at point A and travels along a straight track at a constant speed of 200 km / h for 200 seconds to reach point C. Point B is the dividing point of track AC. The track conditions for segments AB and BC are exactly the same; the vehicle's speed on both segments is 200 km / h, and the travel time is 100 seconds. To illustrate the problem, the wear of the wheel tread is compared under three calculation conditions: 1) Condition 1: In segment AB, the vehicle starts at point A and travels along a straight track at a constant speed of 200 km / h for 100 seconds to reach point B; 2) Condition 2: In segment BC, before the calculation begins, the *.spckst file is imported into the model, so that the vehicle's initial state is the state at the end of segment AB, and it continues to travel along a straight track at a constant speed of 200 km / h for 100 seconds to reach point C; 3) Condition 3: In segment AC, the vehicle starts at point A and travels along a straight track at a constant speed of 200 km / h for 200 seconds to reach point C. The wheel tread profile used in the model is the same under the above three working conditions. The wear conditions of different wheels are compared in Figure 2(a) and Figure 2(b).
[0008] Since the track conditions in sections AB and BC are the same, and the vehicle speed and travel time are also the same (the only difference is the initial state of the vehicle before the calculation in sections AB and BC; the initial state before the calculation in section BC is exactly the same as the initial state at the end of the calculation in section AB), the wheel tread wear calculated under conditions one and two should be quite similar. Furthermore, since the *.spckst file was imported before the calculation in section BC, the vehicle states in sections AB and BC are continuous; that is, conditions one and two combined constitute condition three. From the above analysis, it can be concluded that the wheel tread wear after the vehicle runs on section AC should be exactly the same as the sum of the wear in sections AB and BC, and approximately twice the wear in either section AB or BC (because the wear in sections AB and BC is not exactly the same). However, as shown in Figures 2(a) and 2(b), the wheel tread wear generated on segment BC is much greater than that generated on segment AB. At the same time, the wheel tread wear generated on segment AC is about twice that generated on segment AB, as shown in Figures 3(a) and 3(b), but there is no clear proportional relationship between them and the wheel tread wear generated on segment BC.
[0009] The results above show that the SIMPACK wheel tread wear calculations for segments AB and AC are reasonable, while the calculations for segment BC are problematic. Since the only difference between the calculation models for segments AB and BC is that the *.spckst file was imported into the model before the BC calculation, the error is very likely caused by the import of the *.spckst file into the model.
[0010] To verify this hypothesis, a new operating condition was designed: during the calculation of segment BC, instead of importing the *.spckst file to seamlessly connect the model states of segments BC and AB at point B, the vehicle was moved from point A to point B to begin the calculation. Although the vehicle state at the start of the calculation for segment BC differs from that at the end of segment AB, the track conditions for segment BC are the same as those for segment AB. Furthermore, the vehicle's speed and travel time are also the same in both segments. Therefore, under this new operating condition, the vehicle's operating state in segment BC is identical to its operating state in segment AB. Consequently, the wheel tread wear conditions generated in segments BC and AB should also be the same. Figures 4(a) and 4(b) compare the wear amounts of different wheels in sections AB, BC (new operating condition), and AC (including wear amount in section AB + wear amount in section BC). As shown in the figures, the wear amounts of the wheel treads in sections AB and BC (new operating condition) are basically the same, which verifies the above conjecture. At the same time, the results show that there is a slight difference between the wear amount in section AB + wear amount in section BC and wear amount in section AC. This difference is caused by the slight difference in the vehicle's operating state under the two different operating conditions (the vehicle's operating state from point B to point C when running in section AC is slightly different from its operating state in the new operating condition in section BC).
[0011] The above analysis shows that importing *.spckst files into the SIMPACK model leads to abnormal wheel tread wear calculation results. However, based on publicly available literature, there are currently no reports on this problem, let alone feasible solutions, both domestically and internationally. Summary of the Invention
[0012] To overcome the shortcomings of the prior art, this invention provides a method and system for optimizing wheel tread wear calculation based on SIMPACK, which solves the problem that importing model state files into SIMPACK will cause abnormal wheel tread wear calculation results and improves the accuracy of wear calculation.
[0013] To achieve the above objectives, one or more embodiments of the present invention provide the following technical solutions:
[0014] A SIMPACK-based method for calculating and optimizing wheel tread wear is applied to the process of dividing a set track into multiple operating segments for wheel tread wear simulation analysis. Starting from the second operating segment, wear calculation optimization is performed based on the following steps:
[0015] Obtain the wear profile and model state files obtained from the simulation of the previous running interval;
[0016] Based on the set initial calculation time, a simulation analysis of wheel tread wear was performed to obtain abnormal values of wheel tread wear.
[0017] Based on the set simulation calculation time, a simulation analysis of wheel tread wear was performed on this section of the running track to obtain the simulated value of wheel tread wear in this section of the running track.
[0018] The difference between the simulated value of wheel tread wear and the outlier value is used to obtain the corrected value of wheel tread wear for this segment.
[0019] Furthermore, the wear calculation for the first operating segment includes:
[0020] Based on the given initial tread profile, a simulation analysis of wheel tread wear is performed on the first running section to obtain the wheel tread wear amount for the first running section.
[0021] Furthermore, the initial calculation time t is set by the user, and t≤1s.
[0022] Furthermore, the wear amount obtained from the first operating section and the wear amount correction values from other operating sections are added together to obtain the wear amount of the set line.
[0023] One or more embodiments provide a SIMPACK-based wheel tread wear calculation and optimization system, including a wear simulation analysis module for dividing a set route into multiple operating intervals to perform wheel tread wear simulation analysis. The wear simulation analysis module includes an Nth operating interval simulation submodule, where N is greater than 1, for performing wear calculation optimization on the operating intervals starting from the second segment, including:
[0024] The simulation start point determination unit is used to obtain the wear profile and model state file obtained from the simulation of the previous running interval;
[0025] The wear anomaly calculation unit is used to perform wheel tread wear simulation analysis based on a set initial calculation time to obtain wheel tread wear anomaly values.
[0026] The wear simulation value calculation unit is used to perform wheel tread wear simulation analysis on the current running section based on a set simulation calculation time, and obtain the simulated value of wheel tread wear in the current running section.
[0027] The wear correction unit is used to subtract the simulated value of the wheel tread wear from the abnormal value to obtain the corrected value of the wheel tread wear for this segment.
[0028] Furthermore, the wear simulation analysis module also includes a first running interval simulation submodule, which is used to perform wheel tread wear simulation analysis on the first running interval based on a given initial tread profile, and obtain the wheel tread wear amount of the first running interval.
[0029] Furthermore, the initial calculation time t is set by the user, and t≤1s.
[0030] Furthermore, the system also includes: a total wear calculation module, used to accumulate the wear amount obtained from the first operating segment and the wear correction values of other multiple operating segments to obtain the wear amount of the set line.
[0031] One or more embodiments provide an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the SIMPACK-based wheel tread wear calculation optimization method.
[0032] One or more embodiments provide a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the SIMPACK-based wheel tread wear calculation optimization method.
[0033] The above one or more technical solutions have the following beneficial effects:
[0034] Based on the fact that wear calculation anomalies only occur in the very short period of time immediately after the model imports the *.spckst file, the abnormal parts in the wheel tread wear amount are removed by the difference method, thus obtaining the correct wear calculation result. This solves the problem of abnormal wheel tread wear calculation after importing the *.spckst file in the SIMPACK model, and improves the accuracy of wear calculation. Attached Figure Description
[0035] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an improper limitation of the invention.
[0036] Figure 1 This is a schematic diagram of train operation.
[0037] Figure 2(a) and Figure 2(b) are schematic diagrams comparing the wear of the front bogie-front wheelset-right wheel and the front bogie-front wheelset-left wheel when the train runs in section AB, runs in section BC with the imported model state file, and runs directly in section AC, respectively.
[0038] Figure 3(a) and Figure 3(b) are schematic diagrams comparing the wear of the front bogie-front wheelset-right wheel and the front bogie-front wheelset-left wheel when the train is running in sections AB and AC, respectively.
[0039] Figures 4(a) and 4(b) are schematic diagrams comparing the wear of the front bogie-front wheelset-right wheel and the front bogie-front wheelset-left wheel when the train runs under initial conditions in sections AB, BC and AC respectively.
[0040] Figures 5(a) and 5(b) are schematic diagrams comparing the wear of the front bogie-front wheelset-right wheel and the front bogie-front wheelset-left wheel when the train starts running from point B for 0.001s, 0.1s, 1s and 100s, respectively, after importing the model state file.
[0041] Figures 6(a) and 6(b) are schematic diagrams comparing the wear amount of the train in section AB, the wear amount correction value in section BC, and the front bogie-front wheelset-right wheel and front bogie-front wheelset-left wheel in section AC, respectively.
[0042] Figure 7 A flowchart of a wear calculation optimization method based on SIMPACK provided for one or more embodiments of the present invention. Detailed Implementation
[0043] It should be noted that the following detailed descriptions are exemplary and intended to provide further illustration of the invention. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.
[0044] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the scope of exemplary embodiments according to the invention. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.
[0045] Where there is no conflict, the embodiments and features in the embodiments of the present invention can be combined with each other.
[0046] As described in the background section, when calculating wheel tread wear of rail vehicles using SIMPACK software, in many cases, it is necessary to divide a complete operation of the vehicle on a long track into multiple operation processes on several consecutive short track segments. Simultaneously, to ensure that "multiple operation processes on several consecutive short track segments" are equivalent to "a complete operation process on a long track," it is necessary to guarantee the continuity of the vehicle's state at each segmentation point on the long track. This requires the SIMPACK model to import the model state file *.spckst ("*" represents the filename, set by the user in the model; "spckst" is the extension of the model state file; this file is generated by the SIMPACK model at the end of the previous short track operation and contains all the model's state parameters at the end of the previous short track operation) before calculating each short track segment. This ensures that the state of the SIMPACK model at the start of each short track calculation is completely consistent with the state at the end of the previous short track operation, thus allowing the calculations on the two short track segments to be seamlessly connected at the segmentation points.
[0047] To address the issue that importing *.spckst files into the SIMPACK model leads to abnormal wheel tread wear calculation results, this invention first analyzes the patterns of these abnormal results.
[0048] Analysis revealed that after importing the *.spckst file, the model exhibited a large abnormal wear rate within the very short initial calculation period. As shown in Figures 5(a) and 5(b), after importing the *.spckst file into the model, the wheel tread wear rates at 0.001s, 0.1s, and 1s of vehicle operation were almost identical, and the values were relatively large (relative to the entire 100s running time). This indicates that SIMPACK calculates a relatively large wear rate within a very short time (<0.001s), which is clearly incorrect. The cause of this error is likely a problem with the SIMPACK software itself (i.e., a software bug), but it cannot currently be resolved by fixing the software itself.
[0049] Based on the results in Figures 5(a) and 5(b), it can be inferred that the abnormal tread wear calculation results in SIMPACK likely only occur within a very short period at the beginning of the calculation, and the subsequent wear calculation results are correct. To verify this hypothesis, the wear amount of segment AB, the wear difference of segment BC (the BC segment model is imported into the *.spckst file, and then the wear at 0.001s and 100s are calculated respectively, and finally the wear at 100s is subtracted from the wear at 0.001s) and the wear amount of segment AC are compared (including the wear amount of segment AB + the wear difference of segment BC), as shown in Figures 6(a) and 6(b). Since the vehicle model imported the *.spckst file before running segment BC, segment BC and segment AB can be seamlessly connected at point B, that is, the vehicle state is continuous at point B. Theoretically, at this point, the vehicle's state at any given moment while running on "segment AB + segment BC" is exactly the same as its state at the corresponding moment while running on segment AC. Therefore, the wheel tread wear generated by both should also be exactly the same. The results in Figure 6 completely verify this, that is, the result of "difference between wear amount in segment AB + wear amount in segment BC" completely overlaps with the wear amount in segment AC. This shows that the above analysis is correct, and the above conjecture is also correct, that is, the tread wear calculation anomaly in SIMPACK only occurs in the very short period of time immediately after the model is imported into the *.spckst file.
[0050] Example 1
[0051] Based on the above analysis of anomalies, this embodiment provides a wear calculation optimization method based on SIMPACK. It leverages the fact that wear calculation anomalies only occur within the very short initial calculation period after importing the *.spckst file into the model. By using the interpolation method, the abnormal portions of the wheel tread wear are removed, thus obtaining the correct wear calculation results. This solves the problem of anomalies in the calculation of wheel tread wear after importing the *.spckst file into the SIMPACK model. Figure 7 As shown, the method specifically includes the following steps:
[0052] Step 1: Obtain the vehicle-track multibody dynamics model.
[0053] Specifically, a multi-degree-of-freedom coupled lateral-vertical-longitudinal dynamic model of a rail vehicle is established using multibody system dynamics theory, including one car body, two frames, four wheelsets, and eight axle boxes. The establishment of this multibody dynamic model can be achieved using existing methods, and is not limited here.
[0054] Step 2: Based on the given initial tread profile and the set running route, the set running route is divided into multiple running intervals for sequential simulation analysis of wheel tread wear. The first running interval takes the given initial tread profile as the simulation starting point, and from the second running interval onwards, the tread profile and model state file obtained from the simulation of the previous running interval are taken as the simulation starting point.
[0055] The set operating route includes the track length, and the distribution of the track's horizontal circular curve, superelevation, gradient, and vertical curves within the route.
[0056] Dividing the designated route into multiple operating segments specifically includes:
[0057] (1) Obtain the set vehicle operating conditions, including the vehicle speed curve on the set operating route (i.e., the speed value of the vehicle at different positions on the track);
[0058] (2) The designated route is divided into multiple operating sections; the vehicle travel time in each of the multiple operating sections is the same (equal time division) or the distance is the same (equal distance division). Since the vehicle speed is often not uniform, equal time division will result in different distances between the divided sections; equal distance division will result in different times within each operating section. Of course, other division methods can also be used, which can be selected by those skilled in the art according to the actual situation.
[0059] (3) Use the running time of each running section as the model input for the simulation of each running section. If it is an equidistant segment, the vehicle running time corresponding to each equidistant segment needs to be obtained according to the vehicle's running speed curve, and these times are used as the model input for the simulation of each running section.
[0060] As mentioned above, SIMPACK generates a wear data file, a wear profile file, and a model state file after each calculation. The wear profile specifically refers to the tread profile after wear. The model state file, obtained after simulation analysis, is a file with the extension .spckst, recording all state parameters of the model at the end of the calculation, including the displacement and velocity information of each hinge, the values of each force element, and the model time, i.e., the time the vehicle traveled in the model, corresponding to the vehicle's position on the track.
[0061] Furthermore, starting from the second operating interval, wear calculations were optimized using the following method:
[0062] (1) Obtain the wear profile and model state file obtained from the simulation of the previous running interval. Based on the set initial calculation time, perform wheel tread wear simulation analysis to obtain the abnormal value of wheel tread wear, denoted as L. AIn this embodiment, the initial calculation time is set to 0.001s.
[0063] (2) Based on the wear profile and model state file, and with a set simulation calculation time, perform wheel tread wear simulation analysis on this section of the running track to obtain the simulated value of wheel tread wear in this section of the running track, denoted as L. B ;
[0064] (3) Subtract the simulated value of wheel tread wear from the outlier to obtain the corrected value of wheel tread wear for this segment, denoted as L, where L = L B -L A .
[0065] The method further includes step 3: summing the wear amount obtained from the first operating section and the wear amount correction values from other operating sections to obtain the wear amount of the set line.
[0066] As mentioned above, for SIMPACK, abnormal wear occurs within a "very short time" after the calculation begins. In this embodiment, this "very short time" is set to 0.001s. Those skilled in the art will understand that setting it to other times is also possible, such as 0.1s, 1s, or other larger values, in which case the calculated abnormal wear amount may be exactly the same. Of course, this time cannot be set too large; otherwise, the calculated wear amount will include both the abnormal wear amount and the actual wear amount. From an engineering application perspective, this time is set to ≤1s.
[0067] Those skilled in the art will understand that the essence of this embodiment lies in the need to introduce a state file *.spckst at the start of the next calculation segment. Once this file is introduced, a large amount of wear will be generated within a very short time at the start of the calculation, and this wear is abnormal and needs to be removed. During this process, the operating states of the vehicles on the preceding and following lines can be different, i.e., their operating speeds can be different. In other words, the implementation of the technical solution in this embodiment is independent of the train's operating speed.
[0068] Example 2
[0069] Based on the method provided in Embodiment 1 above, this embodiment provides a SIMPACK-based wheel tread wear calculation and optimization system, including:
[0070] The model acquisition module is used to acquire the vehicle-track multibody dynamics model.
[0071] The wear simulation analysis module is used to divide the set running line into multiple running intervals based on a given initial tread profile and a set running line, and perform wheel tread wear simulation analysis in sequence. The first running interval takes the given initial tread profile as the simulation starting point, and from the second running interval onwards, the tread profile and model state file obtained from the simulation of the previous running interval are used as the simulation starting point.
[0072] The overall wear calculation module is used to accumulate the wear amount obtained from the first operating section and the wear amount correction values from other operating sections to obtain the wear amount of the set line.
[0073] The wear simulation analysis module includes:
[0074] The first segment running interval simulation submodule is used to perform simulation analysis based on the given initial tread profile to obtain the wear amount of the first segment running interval;
[0075] The Nth segment running section simulation submodule is used in the process of dividing a set track into multiple running sections for wheel tread wear simulation analysis. It optimizes wear calculations for the running sections starting from the second segment, where N > 1. Specifically, it includes:
[0076] The simulation start point determination unit is used to obtain the wear profile and model state file obtained from the simulation of the previous running interval;
[0077] The wear anomaly calculation unit is used to perform wheel tread wear simulation analysis based on a set initial calculation time to obtain wheel tread wear anomaly values.
[0078] The wear simulation value calculation unit is used to perform wheel tread wear simulation analysis on the current running section based on a set simulation calculation time, and obtain the simulated value of wheel tread wear in the current running section.
[0079] The wear correction unit is used to subtract the simulated value of the wheel tread wear from the abnormal value to obtain the corrected value of the wheel tread wear for this segment.
[0080] Example 3
[0081] The purpose of this embodiment is to provide an electronic device.
[0082] An electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method described in Embodiment 1.
[0083] Example 4
[0084] The purpose of this embodiment is to provide a computer-readable storage medium.
[0085] A computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method described in Embodiment 1.
[0086] The steps and methods involved in Examples 2 to 4 above correspond to those in Example 1. For specific implementation details, please refer to the relevant description section of Example 1.
[0087] The above one or more embodiments are based on the rule that wear calculation anomalies only occur in the very short time immediately after the model is imported into the *.spckst file. This embodiment first performs a simulation for a very short time (e.g., 0.001s) to obtain the anomaly value, and then subtracts this anomaly value from the wear rate obtained from the normal simulation to obtain the corrected wheel tread wear amount, thereby improving the accuracy of wheel tread wear calculation.
[0088] Those skilled in the art will understand that the modules or steps of the present invention described above can be implemented using general-purpose computer devices. Optionally, they can be implemented using computer-executable program code, thereby allowing them to be stored in a storage device for execution by a computer device, or they can be fabricated as separate integrated circuit modules, or multiple modules or steps can be fabricated as a single integrated circuit module. The present invention is not limited to any particular combination of hardware and software.
[0089] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solutions of the present invention are still within the scope of protection of the present invention.
Claims
1. A method for calculating and optimizing wheel tread wear based on SIMPACK, characterized in that, When applying this method to simulate and analyze wheel tread wear by dividing a given track into multiple operating sections, the wear calculation optimization is performed based on the following steps starting from the second operating section: Obtain the wear profile and model state files obtained from the simulation of the previous running interval; Based on the set initial calculation time, a simulation analysis of wheel tread wear was performed to obtain abnormal values of wheel tread wear. Based on the set simulation calculation time, a simulation analysis of wheel tread wear is performed on this section of the running track to obtain the simulated value of wheel tread wear in this section of the running track. The difference between the simulated value of wheel tread wear and the outlier value is used to obtain the corrected value of wheel tread wear for this segment. The wear calculation for the first segment of the operating range includes: Based on the given initial tread profile, a simulation analysis of wheel tread wear is performed on the first running section to obtain the wheel tread wear amount in the first running section. The wear amount obtained from the first operating section and the wear amount correction values from other operating sections are added together to obtain the wear amount of the set line.
2. The SIMPACK-based wheel tread wear calculation and optimization method as described in claim 1, characterized in that, The initial calculation time t is set by the user, and t≤1s.
3. A SIMPACK-based system for calculating and optimizing wheel tread wear, characterized in that, This includes a wear simulation analysis module, used to divide a set track into multiple operating sections for wheel tread wear simulation analysis. The wear simulation analysis module includes an Nth operating section simulation submodule, where N is greater than 1, used to perform wear calculation optimization on the operating sections starting from the second segment, including: The simulation start point determination unit is used to obtain the wear profile and model state file obtained from the simulation of the previous running interval; The wear anomaly calculation unit is used to perform wheel tread wear simulation analysis based on a set initial calculation time to obtain wheel tread wear anomaly values. The wear simulation value calculation unit is used to perform wheel tread wear simulation analysis on the current running section based on the set simulation calculation time, and obtain the simulated value of wheel tread wear in the current running section. The wear correction unit is used to subtract the simulated value of the wheel tread wear from the abnormal value to obtain the corrected value of the wheel tread wear for this segment. The wear simulation analysis module also includes a first running interval simulation submodule, which is used to perform wheel tread wear simulation analysis on the first running interval based on a given initial tread profile, and obtain the wheel tread wear amount of the first running interval. The system also includes: a total wear calculation module, used to accumulate the wear amount obtained from the first operating section and the wear correction values of other multiple operating sections to obtain the wear amount of the set line.
4. The SIMPACK-based wheel tread wear calculation and optimization system as described in claim 3, characterized in that, The initial calculation time t is set by the user, and t≤1s.
5. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the SIMPACK-based wheel tread wear calculation optimization method as described in any one of claims 1-2.
6. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by the processor, the program implements the SIMPACK-based wheel tread wear calculation optimization method as described in any one of claims 1-2.